Railway-switch and automatic operating device.



Paiented Sept. I7, I9Dl.

J. W. KOCH.

RAILWAY SWITCH AND AUTOMATIC OPERATING DEVICE.

=Application filed Feb. 5, 1901.)

I 2 Sheets-Sheet I.

(No Model.)

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m scams vzvzns ca. vuamumo. WASHINDTON n c Patented Sept. I7, IQOI .1. w. KOCH.

RAILWAY SWITCH AND AUTOMATIC OPERATING DEVICE.

[Application filed Feb. 6. IQOLI 2 Sheets- Sheet 2.

No Model.)

:Rs co mom-uma, WASHINGTON n c UNrr n STAT-ES PATENT OF ICE-1 JAMES w. KOCH, 0F REYNOLDS, PENNSYLVANIA.

RAILWAY-SWITCH AND-AUTOMATIC OPERATIN'GDEVICE.

. SPECIEIGATION1formingpa1-t of Letters Patent 110,682,717, dated September 17, 1901..

Application filed February 5, 1901. Saris-1N0. 46,082. (Nomodeh) To all whom it may concern: 7

Be it known that I, JAMES W. KOCH, a resident of Reynolds, in the county of Schuylkill and State of Pennsylvania, have invented certain new and useful Improvements in Devices for Operating Switch-Levers and Switches; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use the same.

This invention relates to railway-switches of the class which are operated by devices on a Vehicle moving on the track, as shown, for example, in my. Patents No. 663,907, dated December 18, 1900, and No. 666,899, dated January 29, 1901.

The main objects of the invention are to provide an improved switch and improved means for operating the same, as hereinafter set'forth. y V.

In the accompanying drawings, Figure 1 is a perspective view of an engine, a switch, and operating devices. Fig. 2 is a perspective of a short section of main, branch, and switch rails. Fig. 3 is a plan view, but one side of the track being shown, the other side or half being like the part shown. Fig. 4; shows the switch-lever-o'perating device on a freight-car. Fig. 5 is a side view ofa spring-catch. Fig. 6 is a perspective View of the swito'h-lever-op crating device. Fig. 7 is a side View thereof.

Fig. 8 is a perspective view of a distant ope'r-.

ating-handle and spring-catches.

1 represents the main track-rails, 2- the branch track-rails, and 3 the movable switch:

rails, 3 being stops on the outsides of the switch-rails to limit their movement. The lat-' ter at their pivotal ends are formed with long bevels 4, Fig. 3, in vertical planes,whichjoverlap complementary ends 4' of the rails 1. Rail 1 and the switch-rail at this joint are not di-' rectly connected together, but are held in cooperative relation, resting on large plate 5 or other suitable support, by separate plates 6 7.

This arrangement allows the ends to move independently when necessaryf0r example, when the main and switch rails expand and contract, in which case the overlap may in-' crease or diminish. This joint is strong and obviates pounding as wheels pass over it. At

the other end 'of each switch-rail there is a rearwardly and downwardly inclined end 8, adapted to overlie the forwardly and upwardly inclined rail ends 9 of the main and branch track-rails. Between the main and branch rails, at the switch end, where the rails come near together, (and extending from the switch as far as desired,) are bolted blocks 10. These blocks are low enough so that they will not interfere with the vehicle-wheel flan ges.- 7

They prevent accidental or intentional blocking of the spaces between the rails by stones or other obstructions. The switch-rails are held rigidly together by cross-rods 11, so as to maintain the proper relation.

12 is a body fixed to the switch-rails near the swinging ends, and to the bodyis secured a rod 13, which'extends through box 14, in which box is a double wedge-block 15, Fig-3,

operated forward and backward by wedgeblocks 16 17, as in my patents above referred to. The location of the box may be varied to suit different switches. Between the track and box 14 rod 13 is preferably passed through a protecting-casing 18. This serves to keep snow and the like from the rod.

19 20 are rods extending forward and backward from the box 14:, being operatively connected, through suitable levers or devices 21,

to the wedge-blocks 16 17. The opposite ends of the rods are connected pivotally to the switch-levers 22 23, having pivots 24, and each lever normally resting with one of its ends in one of the two notches. 25 or 26 in the top of bracket 27 or 28.

proved by placing other weights not quite counterbalancing the first'on the opposite side of the pivots. The weights 30 31' increase the inertia of the switch-levers, but at the same time lessen the force required to move the levers as compared with the one w'eight construction shown in my patent.

Referring now to the device on the vehicle (engine or car) on the track for operating the" switclrlevers, 32 32 are approximately semicircular plates rigidly fix'ed to the vehicle near its forward end, as by bolts 33. 44 is a heavy lever pivoted between said plates at 45. The lower end of this lever is normally raised, so as not to strike any switch-lever which the vehicle may pass. The lever may, however,be moved to operative position either directly or through suitable devices-for example, through the frame consisting of links 46, pivoted at their lower ends to the plates 32 and at their upper ends connected by longer links or bars 47 and bolts 48. In its normal inoperative position the heavy lever 44 rests against one of the bolts 48. 49 is a lever, also pivoted on bolt and connected to the frame by bolt 50" or by a bolt on either side of the lever, the position of which may be varied by moving the bolts to different holes 50 in the bars or links 47. By this lever the frame can be adjusted bya person at the forward end of the engine or other vehicle. This lever may belong enough to reach to the top of the vehicle-for example, when the switch-lever-operating device is used on a freight-car, Fig. 4. The frame may also be operated from a distance, such as the opposite end of the vehicle. For this purpose in Fig. 1 is shown a rod 50, connected to the bolt 48 of the frame and to lever 51 at the opposite end of the vehicle, as in the cab 52 of an engine or at the opposite end of a freight-car. The lever 51 is provided with a rod 53, having a notch 54 at each end with inclined sides 55. On opposite sides of the lever, at the extemitiesIof motion thereof, are spring-catches, the springs 56 of which fall into the notches 54 as the lever is in its forward or its backward position. The springs may carry weights 56 to increase their holding power and quickness of operation. When a strong pull is given to lever 51, directly or by means of lever 49, the spring of the catch will yield and leave its notch. When lever 51 is operated directly, spring 56 may be raised by hand to give an easier motion to said lever. I do not limit myself to this particular means for normally holding the lever out of operation. Other parts of the apparatus also may be modified somewhat without departing from my invention.

In Figs. 6 and 7 the frame is in position to lower the bottom of the heavy lever, so that on reaching a switch-lever 22 it will strike said switch-lever, starting it along and raising it onto part 29 of the bracket, the lever 44 being itself thrown over to its reverse position when the switch-lever is struck by the rigid lug 58 and carried along to the opposite notch, this construction and operation being set forth in my patents referred to and which therefore need not be described in detail herein. When lever 44 has operated the switchsetting lever 22 and through the connecting parts has set the switch, lever 44 may be set by the frame and rod 50 or by rod 49, so that it will strike and operate the resetting-lever 23 as the engine passes it.

I claim- 1. The combination with a track-vehicle, of a switch-lever-operating device carried by the vehicle, said device consisting of a heavy pivoted lever normally out of operating position but movable into operative position, said lever when in operative position being free to swing forward and reverse its position when its lower end is arrested by strikingaswitchlever, guide-plates for said heavy lever, and a frame for setting the heavy lever, said frame consisting of links 46 pivoted at their lower ends and at their other ends connected by bars 47 and by transverse bolts adapted to operate on the heavy lever to change its inclination at will, and means for adjusting the position of said frame.

2. The combination with a track-vehicle, of a switch-lever-operating device carried by the vehicle, said device consisting of a heavy pivoted lever normally out of operating position but movable into operative position, said lever when in operative position being free to swing forward and reverse its position when its lower end is arrested bystrikinga switchlever, guide-plates for said heavy lever, and a frame for setting the heavy lever, said frame consisting of links 46 pivoted at their lower ends and at their other ends connected by bars 47 and by transverse bolts adapted to operate on the heavy lever to change its inclination at will, and means adapted to be operated at a distance for adjusting the position of said frame.

3. The combination with a track-vehicle, of a switch-lever-operating device carried by the vehicle, said device consisting of a heavy pivoted lever normally out of operating position but movable into operative position, said lever when in operative position being free to swing forward and reverse its position when its lower end is arrested by striking a switch-lever, guide-plates for said heavy lever, and a frame for setting the heavy lever, said frame consisting of links 46 pivoted at their lower ends and at their other ends connected by bars 47 and by transverse bolts adapted to operate on the heavy lever to change its inclination at will, and means consisting of a lever, and a rod connecting the lever and frame for adjusting the position of said frame.

4. The combination with a track-vehicle, of a switch-lever-operating device carried by the vehicle, said device consisting of a heavy pivoted lever normally out of operating position but movable into operative position, said lever when in operative position being free to swing forward and reverse its position when its lower end is arrested by striking a switch-lever, guide-plates for said heavy 1ever, and a frame for setting the heavy lever, said frame consisting of links 46 pivoted at their lower ends and at their other ends connected by bars 47 and by transverse bolts adapted to operate on the heavy lever to change its inclination at will, and means consisting of a lever, and a rod connecting the lever and frame for adjusting the position of said frame, and spring-catches on each side their lower ends and at their other ends connected by bars 47 and by transverse bolts adapted to operate on the heavy lever to change its inclination at will, and means consisting of a lever, and a rod connecting the lever and frame for adjusting the position of said frame, and spring-catches on each side of'the distant lever, a rod secured to the lever and having notches near its opposite ends adapted to be engaged by the spring-catches, said notches having inclined ends whereby the catches will yield to a strong pull.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

JAMES W. KOCH. Witnesses:

J AMES M. STAPLETON, C. F. SHINDEL. 

